Rear subframe mounting and vehicle

Abstract

This invention discloses a rear subframe mounting bracket and a vehicle. The rear subframe mounting bracket includes: an upper portion of a first reinforcing member fixedly connected to a longitudinal beam and a transverse beam; the first reinforcing member includes a main reinforcing plate located below the transverse beam and the longitudinal beam; the portion of the main reinforcing plate opposite to the longitudinal beam has a mounting position for mounting the rear subframe; a plurality of sequentially connected arched structures are formed on the front side of the first reinforcing member, with adjacent arched structures having different height-to-width ratios; a portion of a second reinforcing member is located between the main reinforcing plate and the longitudinal beam and is stacked with and connected to the main reinforcing plate; another portion of the second reinforcing member extends out between the main reinforcing plate and the longitudinal beam and is connected to the longitudinal beam. According to the rear subframe mounting bracket of this invention, by providing a mounting position for mounting the rear subframe on the first reinforcing member, forming a plurality of sequentially connected arched structures on the front side, and providing the second reinforcing member, the dynamic stiffness of the mounting position can be improved, and vibrations transmitted from the road surface can be reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle manufacturing technology, and in particular to a rear subframe mounting bracket and a vehicle. Background Technology

[0002] As people's demands for vehicle performance increase, consumers are placing higher demands on vehicle safety and in-vehicle noise levels. The main sources of in-vehicle noise are the powertrain and the road surface. For the rear suspension, road surface excitation is the largest source. The force exerted by the road surface on the tires is transmitted through the suspension system to the body mounting points, causing vibration of the body panels and radiating noise into the vehicle interior. In existing technologies, the dynamic stiffness of the rear subframe mounting points is low, resulting in weak vibration damping and hindering the suppression of road surface excitation, thus leading to poor in-vehicle noise levels. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention proposes a rear subframe mounting bracket that can improve the dynamic stiffness of the mounting position.

[0004] Another object of the present invention is to provide a vehicle having the aforementioned rear subframe mounting bracket.

[0005] According to an embodiment of the present invention, a rear subframe mounting bracket includes: a first reinforcing member, the upper part of which is fixedly connected to a longitudinal beam and a crossbeam, the first reinforcing member including a main reinforcing plate located below the crossbeam and the longitudinal beam, the portion of the main reinforcing plate opposite to the longitudinal beam having a mounting position for mounting the rear subframe, and a plurality of arched structures connected in sequence forming on the front side of the first reinforcing member, the height-to-width ratio of two adjacent arched structures being different; and a second reinforcing member, a portion of which is located between the main reinforcing plate and the longitudinal beam and is respectively connected to the main reinforcing plate and the longitudinal beam.

[0006] According to an embodiment of the present invention, the rear subframe mounting bracket has the upper part of the reinforcing member fixedly connected to the longitudinal beam and the cross beam, a mounting position for mounting the rear subframe is provided on the part of the main reinforcing plate opposite to the longitudinal beam, and a mounting position for mounting the rear subframe is provided on the lower part of the reinforcing member. Multiple arched structures are formed on the front side of the reinforcing member in sequence, and the height-to-width ratio of two adjacent arched structures is different. A part of the second reinforcing member is disposed between the main reinforcing plate and the longitudinal beam and is connected to the main reinforcing plate and the longitudinal beam. Another part of the second reinforcing member extends out between the main reinforcing plate and the longitudinal beam and is connected to the longitudinal beam. This allows the mounting position to simultaneously utilize the strength of the longitudinal beam and the cross beam to increase its own strength. The arched structures with different height-to-width ratios can effectively avoid frequencies, reduce vibrations transmitted from the road surface, and prevent resonance. Furthermore, the connection strength between the first reinforcing member and the longitudinal beam can be increased by the second reinforcing member, thereby increasing the dynamic stiffness of the mounting position, reducing vibrations transmitted from the road surface, and improving the NVH performance of the vehicle.

[0007] According to some embodiments of the present invention, the second reinforcing member includes: a first plate, the first plate being located between the main reinforcing plate and the longitudinal beam, the first plate being stacked and connected to the main reinforcing plate; a second plate, one end of the second plate being connected to the end of the first plate away from the crossbeam, and the other end of the second plate being connected to the longitudinal beam; and a third plate, one end of the third plate being connected to the end of the second plate away from the first plate, and the other end of the third plate extending in a direction away from the crossbeam and being fitted and connected to the longitudinal beam.

[0008] In some embodiments of the present invention, the bottom of the main reinforcing plate has a first spherical protrusion protruding in a direction away from the longitudinal beam, the mounting position is disposed on the first spherical protrusion, the first plate has a second spherical protrusion protruding in a direction towards the main reinforcing plate, the first spherical protrusion and the second spherical protrusion are opposite to each other, the aspect ratio of the second spherical protrusion is A, and satisfies 0.07≤A≤0.11, the aspect ratio of the first spherical protrusion is B, and |AB|≥0.05.

[0009] In some embodiments of the present invention, the second plate is triangular in shape, and the width of the second plate gradually increases in the direction from the upper side of the vehicle body to the lower side of the vehicle body.

[0010] According to some embodiments of the present invention, the second reinforcing member has a different thickness than the first reinforcing member.

[0011] According to some embodiments of the present invention, it further includes: a third reinforcing member disposed within the longitudinal beam and opposite to the mounting position, the opposite ends of the third reinforcing member being respectively connected to two inner walls of the longitudinal beam opposite to each other in the vehicle height direction, the longitudinal beam having a helical spring mounting point located on the front side of the crossbeam, one end of the third reinforcing member being opposite to the mounting position, and the other end of the third reinforcing member extending to the helical spring mounting point.

[0012] According to some embodiments of the present invention, the intersection of the extension line of the crossbeam and the longitudinal beam is spaced apart from the mounting position in the front-back direction, and the mounting position is located in front of the intersection of the extension line of the crossbeam and the longitudinal beam.

[0013] In some embodiments of the present invention, the first reinforcing member further includes a front reinforcing plate, the lower side of which is connected to the front edge of the main reinforcing plate, the upper side of which is fixedly connected to the crossbeam, and the left and right sides of which are flush with the main reinforcing plate.

[0014] In some embodiments of the present invention, a plurality of arched structures are formed on the front reinforcing plate. The plurality of arched structures include a first arched structure and a second arched structure connected in sequence. The height-to-width ratio of the first arched structure is M, and the height-to-width ratio of the second arched structure is N, wherein M and N are not equal.

[0015] In some embodiments of the present invention, the reinforcing member further includes a rear reinforcing plate, the lower side of which is connected to the rear edge of the main reinforcing plate, the upper side of which is fixedly connected to the crossbeam, one end of the rear reinforcing plate in the left-right direction is flush with the end of the main reinforcing plate away from the longitudinal beam, and the other end of the rear reinforcing plate in the left-right direction extends to the side of the longitudinal beam facing the crossbeam.

[0016] In some embodiments of the present invention, the rear reinforcing plate is provided with an arched structure, and the arched structure located on the rear reinforcing plate includes a third arched structure, the height-to-width ratio of the third arched structure is K, wherein |KM|≥0.05 and |KN|≥0.05.

[0017] The vehicle according to an embodiment of the present invention includes the vehicle described above.

[0018] According to an embodiment of the present invention, the vehicle has a rear subframe mounted on a main reinforcing plate at a location opposite to the main reinforcing plate and the longitudinal beam, and a rear subframe mounted on a location at ...

[0019] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0021] Figure 1 This is a top view of the rear subframe mounting bracket according to an embodiment of the present invention;

[0022] Figure 2 This is a partial perspective view of the rear subframe mounting bracket according to an embodiment of the present invention;

[0023] Figure 3 This is a partial perspective view of the rear subframe mounting bracket from another angle according to an embodiment of the present invention;

[0024] Figure 4 This is a perspective view of the reinforcement of the rear subframe mounting bracket according to an embodiment of the present invention;

[0025] Figure 5 This is a perspective view of the reinforcement of the rear subframe mounting bracket according to an embodiment of the present invention from another angle;

[0026] Figure 6 This is a side view of the rear subframe mounting bracket according to an embodiment of the present invention;

[0027] Figure 7 This is a partial perspective view (including the third reinforcing member) of the rear subframe mounting bracket according to an embodiment of the present invention;

[0028] Figure 8This is an exploded view of the rear subframe mounting bracket according to an embodiment of the present invention;

[0029] Figure 9 This is a perspective view of the second reinforcement member of the rear subframe mounting bracket according to an embodiment of the present invention.

[0030] Figure label:

[0031] 100. Rear subframe mounting bracket;

[0032] 1. Longitudinal beam; 11. Helical spring mounting point;

[0033] 2. Crossbeam;

[0034] 3. First reinforcing member; 31. Main reinforcing plate; 311. First spherical protrusion; 3111. Mounting position; 32. Front reinforcing plate; 321. First arched structure; 322. Second arched structure; 323. Protrusion; 33. Rear reinforcing plate; 331. Third arched structure;

[0035] 4. Second reinforcing member; 41. First plate; 411. Second spherical protrusion; 42. Second plate; 43. Third plate;

[0036] 5. Third reinforcing component; 51. Fixing part. Detailed Implementation

[0037] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0038] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0039] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0040] The rear subframe mounting bracket 100 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0041] like Figure 1 , Figure 3 and Figure 8 As shown, a rear subframe mounting bracket 100 according to an embodiment of the present invention includes: a first reinforcing member 3 and a second reinforcing member 4.

[0042] In the description of this invention, front and back refer to the front and back direction of the vehicle body, up and down refer to the up and down direction of the vehicle body, and left and right refer to the left and right direction of the vehicle body.

[0043] like Figures 1-3 As shown, the upper part of the reinforcing member 3 is fixedly connected to the longitudinal beam 1 and the crossbeam 2 respectively. The first reinforcing member 3 includes a main reinforcing plate 31, which is located on the lower side of the crossbeam 2 and the longitudinal beam 1. The portion of the main reinforcing plate 31 opposite to the longitudinal beam 1 has a mounting position 3111 for installing the rear subframe mounting seat 100. By connecting the longitudinal beam 1 and the crossbeam 2 through the first reinforcing member 3, the mounting position 3111 can simultaneously utilize the strength of the longitudinal beam 1 and the crossbeam 2, thereby improving the dynamic stiffness of the mounting position 3111. A bolt sleeve may be provided on the mounting position 3111, through which the rear subframe mounting seat 100 can be installed.

[0044] For example, in Figures 1-3 and Figure 7 In the embodiment shown, two longitudinal beams 1 are spaced apart in the left-right direction of the vehicle body, and a crossbeam 2 is located between the two longitudinal beams 1. The first reinforcing member 3 includes a main reinforcing plate 31, which is located on the lower side of the crossbeam 2 and the longitudinal beam 1. The part of the main reinforcing plate 31 opposite to the longitudinal beam 1 has a mounting position 3111. A bolt sleeve is provided on the mounting position 3111, and the rear subframe mounting seat 100 can be installed through the bolt sleeve.

[0045] like Figure 4 and Figure 5 As shown, the front side of the reinforcing member 3 has multiple arched structures connected in sequence, with adjacent arched structures having different aspect ratios. This arrangement allows for different local modal frequencies on the reinforcing member 3, effectively avoiding frequencies and resonance, thereby improving the vehicle's NVH performance. The aspect ratio is the ratio of the arched structure's sag to its chord length.

[0046] like Figure 2 , Figure 6 and Figure 8 As shown, part of the second reinforcing member 4 is located between the main reinforcing plate 31 and the longitudinal beam 1, and is stacked with and connected to the main reinforcing plate 31. The other part of the second reinforcing member 4 extends out between the main reinforcing plate 31 and the longitudinal beam 1 and is connected to the longitudinal beam 1. This arrangement can improve the connection strength between the first reinforcing member 3 and the longitudinal beam 1 through the second reinforcing member 4, thereby increasing the dynamic stiffness of the mounting position 3111.

[0047] According to an embodiment of the present invention, the rear subframe mounting base 100 is constructed by fixing the upper part of the reinforcing member 3 to the longitudinal beam 1 and the cross beam 2 respectively, providing mounting positions 3111 for mounting the rear subframe on the part of the main reinforcing plate 31 opposite to the longitudinal beam 1, providing mounting positions 3111 for mounting the rear subframe on the lower part of the reinforcing member 3, forming a plurality of sequentially connected arched structures on the front side of the reinforcing member 3, and making the height-to-width ratio of two adjacent arched structures different, and placing a portion of the second reinforcing member 4 between the main reinforcing plate 31 and the longitudinal beam 1, such that the portion of the second reinforcing member 4 is connected to the main reinforcing plate 31. The plate 31 is connected to the longitudinal beam 1. The other part of the second reinforcing member 4 extends out between the main reinforcing plate 31 and the longitudinal beam 1 and is connected to the longitudinal beam 1. This allows the mounting position 3111 to simultaneously utilize the strength of the longitudinal beam 1 and the cross beam 2 to increase its own strength. The arched structure with different height-to-width ratios can effectively avoid frequencies, reduce vibrations transmitted from the road surface, and prevent resonance. Furthermore, the second reinforcing member 4 can enhance the connection strength between the first reinforcing member 3 and the longitudinal beam 1, thereby increasing the dynamic stiffness of the mounting position 3111, reducing vibrations transmitted from the road surface, and improving the vehicle's NVH performance.

[0048] According to some embodiments of the present invention, such as Figure 6 , Figure 8 and Figure 9 As shown, the second reinforcing member 4 includes a first plate 41, a second plate 42, and a third plate 43. The first plate 41 is located between the main reinforcing plate 31 and the longitudinal beam 1, and is stacked and connected to the main reinforcing plate 31. One end of the second plate 42 is connected to the end of the first plate 41 away from the crossbeam 2, and the other end of the second plate 42 extends toward the side of the longitudinal beam 1 away from the main reinforcing plate 31. One end of the third plate 43 is connected to the end of the second plate 42 away from the first plate 41, and the other end of the third plate 43 extends toward the direction away from the crossbeam 2 and is fitted and connected to the longitudinal beam 1. This arrangement can improve the structural strength of the first reinforcing member 3 through the second reinforcing plate, allowing the first reinforcing member 3 to better utilize the strength of the longitudinal beam 1, and can also improve the dynamic stiffness of the first reinforcing member 3, suppressing vibrations transmitted from the road surface to the vehicle body. The second reinforcing member 4 can be a single piece, which can improve assembly efficiency.

[0049] For example, in Figure 6 and Figure 8 In the illustrated embodiment, the first plate 41 is located between the main reinforcing plate 31 and the longitudinal beam 1. The first plate 41 and the main reinforcing plate 31 are stacked and connected by welding. Along the left-right direction of the crossbeam 2, one end of the second reinforcing plate is connected to the end of the first plate 41 away from the crossbeam 2, and the other end of the second plate 42 extends toward the side of the longitudinal beam 1 away from the main reinforcing plate 31. Along the front-rear direction of the vehicle body, one end of the second plate 42 has a flange, which is connected to the inner wall of the first reinforcing member 3 by welding. The portion of the second reinforcing member 4 that extends out between the main reinforcing plate 31 and the longitudinal beam 1 is the third plate 43. One end of the third plate 43 is connected to the end of the second plate 42 away from the first plate 41, and the connection is a rounded transition to avoid stress concentration. The other end of the third plate 43 extends toward the direction away from the crossbeam 2 and is connected to the longitudinal beam 1 by welding.

[0050] According to some embodiments of the present invention, such as Figures 4-9 As shown, the bottom of the main reinforcing plate 31 has a first spherical protrusion 311 protruding away from the longitudinal beam 1. An installation position 3111 is located on the first spherical protrusion 311. The first plate 41 has a second spherical protrusion 411 protruding towards the main reinforcing plate 31. The first and second spherical protrusions 311 are opposite each other. The aspect ratio of the second spherical protrusion is A, and it satisfies 0.07 ≤ A ≤ 0.11. Specifically, the aspect ratio of the first spherical protrusion 311 is the ratio of its rise to its chord length, where the rise is the distance from the top to the bottom of the arch structure, and the chord length refers to the length between the two bottoms of the arch structure. Because spherical structures have high strength and large area, the first spherical convex 311 can improve the strength of the mounting position 3111 and the vibration excitation force transmission area, thereby reducing vibration sensitivity. Simultaneously, the second spherical convex 411 can further improve the structural strength of the mounting position 3111, i.e., the vibration excitation force transmission area. The aspect ratio A of the second spherical convex 411 can be 0.07, 0.08, 0.09, 0.10, or 0.11, etc.

[0051] According to some embodiments of the present invention, such as Figures 4-8 As shown, the aspect ratio of the first spherical convex hull 311 is B, and |AB| ≥ 0.05. Specifically, it can be AB ≥ 0.05 or BA ≥ 0.05; this invention does not limit this. This configuration can make the local modal frequencies of the first spherical convex hull 311 and the second spherical convex hull 411 different, thereby effectively avoiding frequency resonance between the first spherical convex hull 311 and the second spherical convex hull 411, and improving the NVH performance of the vehicle.

[0052] According to some embodiments of the present invention, such as Figure 6 and Figure 8 As shown, the second plate 42 is triangular in shape, and its width gradually increases from the upper side to the lower side of the vehicle body. The triangular shape of the second plate 42 improves its structural strength and stability, enhances the connection between the first reinforcing member 3 and the longitudinal beam 1, reduces vibration energy transmission, and allows for smooth welding at the connection points between the second reinforcing member 4 and the longitudinal beam 1 and the first reinforcing member 3.

[0053] According to some embodiments of the present invention, the second reinforcing member 4 has a different thickness than the first reinforcing member 3. For example, the thickness of the first reinforcing member 3 can be 1 mm, and the thickness of the second reinforcing member 4 can be 0.8 mm. This arrangement allows for effective frequency avoidance between the first reinforcing member 3 and the second reinforcing member 4, preventing resonance between them.

[0054] According to some embodiments of the present invention, such as Figures 6-8 As shown, the rear subframe mounting bracket 100 also includes a third reinforcing member 5, which is located inside the longitudinal beam 1 and opposite to the mounting position 3111. The two ends of the third reinforcing member 5 are respectively connected to the two inner walls of the longitudinal beam 1. This arrangement increases the structural strength of the mounting position 3111 and the vibration excitation force dissipation path, thereby improving the dynamic stiffness of the first reinforcing member 3, reducing vibration sensitivity, and improving the vehicle's NVH performance.

[0055] According to some embodiments of the present invention, such as Figures 6-8 As shown, the longitudinal beam 1 has a coil spring mounting point 11, which is located on the front side of the crossbeam 2. One end of the third reinforcing member 5 is opposite to the mounting position 3111, and the other end of the third reinforcing member 5 extends to the coil spring mounting point 11. This arrangement can utilize the structural strength of the coil spring mounting point 11 to improve the structural strength of the mounting position 3111 of the rear subframe mounting seat 100, thereby improving the reliability and stability of the rear subframe mounting seat 100.

[0056] For example, in Figure 6 and Figure 8In the illustrated embodiment, a coil spring mounting point 11 is provided on the longitudinal beam 1, located on the front side of the first reinforcing member 3. The third reinforcing member 5 is located inside the longitudinal beam 1. Along the height direction of the vehicle, the opposite ends of the third reinforcing member 5 are welded to the upper and lower inner walls of the longitudinal beam 1. Along the front-rear direction of the vehicle body, one end of the third reinforcing member 5 is opposite to the mounting position 3111, and the other end of the third reinforcing member 5 extends to the coil spring mounting point 11. A fixing part 51 is provided at the end of the third reinforcing member 5 near the coil spring mounting point 11. The fixing part 51 extends toward the side of the third reinforcing member 5 near the crossbeam 2 and connects to the inner wall of the longitudinal beam 1. This arrangement can improve the stability of the fixing of the third reinforcing member 5 and make the third reinforcing member 5 better reduce the sensitivity of vibration transmission.

[0057] According to some embodiments of the present invention, the intersection of the extension line of the crossbeam 2 and the longitudinal beam 1 is spaced apart from the mounting position 3111 in the longitudinal direction of the longitudinal beam 1. Since the mounting position 3111 cannot be set at the intersection of the extension line of the crossbeam 2 and the longitudinal beam 1, the mounting position 3111 cannot utilize the strength of the crossbeam 2 and the longitudinal beam 1. This arrangement allows the first reinforcing member 3 to simultaneously utilize the strength of the crossbeam 2 and the longitudinal beam 1 to increase the strength of the mounting position 3111, thereby reducing vibration transmitted from the road surface and improving the NVH performance of the vehicle.

[0058] According to some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the mounting position 3111 is located in front of the intersection of the extension line of the crossbeam 2 and the longitudinal beam 1. This arrangement allows for better utilization of the strength of the longitudinal beam 1, resulting in better structural strength of the mounting position 3111 and thus improving the reliability of the rear subframe mounting bracket 100.

[0059] According to some embodiments of the present invention, such as Figures 2-5 As shown, the rear edge of the main reinforcing plate 31 is parallel to the crossbeam 2, and the front edge of the main reinforcing plate 31 is inclined forward in the direction from the crossbeam 2 to the longitudinal beam 1. The mounting position 3111 is located on the main reinforcing plate 31. This arrangement allows for better connection between the longitudinal beam 1 and the crossbeam 2 through the reinforcing plate, resulting in higher structural strength of the mounting position 3111.

[0060] For example, in Figures 2-5 In the embodiment shown, the first reinforcing member 3 is generally formed in the shape of a "water ladle". The rear edge of the main reinforcing plate 31 is parallel to the crossbeam 2. The front edge of the main reinforcing plate 31 gradually tilts forward in the direction from the crossbeam 2 to the longitudinal beam 1. The mounting position 3111 is located in the part of the main reinforcing plate 31 opposite to the longitudinal beam 1.

[0061] According to some embodiments of the present invention, such as Figures 2-5As shown, the first reinforcing member 3 also includes a front reinforcing plate 32. The lower side of the front reinforcing plate 32 is connected to the front edge of the main reinforcing plate 31, and the upper side of the front reinforcing plate 32 is fixedly connected to the crossbeam 2. The left and right sides of the front reinforcing plate 32 are flush with the two ends of the main reinforcing plate 31 in the left and right directions, respectively. This arrangement can ensure the structural strength of the first reinforcing member 3, allowing the first reinforcing member 3 to better connect the longitudinal beam 1 and the crossbeam 2, thereby improving the structural strength and stability of the rear subframe mounting seat 100. At least a portion of the circumferential edge of the front reinforcing plate 32 can be formed with a flange that is fitted and fixedly connected to the component joined with the front reinforcing plate 32. This flange can be fixedly connected to the component joined with the front reinforcing plate 32 by welding, which can improve the connection strength between the front reinforcing plate 32 and the connected component.

[0062] For example, in Figures 2-3 In the embodiment shown, the front reinforcing plate 32 is located on the front side of the crossbeam 2. The cross section of the front reinforcing plate 32 is generally formed in an "S" shape. One end of the front reinforcing plate 32 in the left and right directions is connected to the crossbeam 2, and the other end is connected to the longitudinal beam 1. The lower side of the front reinforcing plate 32 is connected to the front edge of the main reinforcing plate 31. The upper side of the front reinforcing plate 32 is provided with a flange. The flange of the front reinforcing plate 32 is connected to the longitudinal beam 1 and the crossbeam 2.

[0063] According to some embodiments of the present invention, such as Figure 4 and Figure 5 As shown, multiple arched structures are formed on the front reinforcing plate 32. This arrangement can improve the structural strength of the front reinforcing plate 32, thereby making the first reinforcing member 3 have higher structural strength.

[0064] According to some embodiments of the present invention, such as Figure 2 and Figure 5 As shown, multiple arched structures include a first arched structure 321 and a second arched structure 322 connected in sequence. The aspect ratio of the first arched structure 321 is M, and the aspect ratio of the second arched structure 322 is N, where M and N are not equal. Specifically, the aspect ratio of the first arched structure 321 is the ratio of its rise to its chord length in the left-right direction of the front reinforcing plate 32, and the aspect ratio of the second arched structure 322 is the ratio of its rise to its chord length in the left-right direction of the front reinforcing plate 32. The rise is the distance from the top to the bottom of the arch, and the chord length is the length between the two bottoms of the arch. This arrangement allows for different local modal frequencies on the front reinforcing plate 32, effectively avoiding frequencies and resonance, thereby improving the vehicle's NVH performance. The aspect ratio M of the first arched structure 321 can be 0.18, and the aspect ratio N of the second arched structure 322 can be 0.26.

[0065] For example, in Figure 2 and Figure 5 In the illustrated embodiment, the portion of the front reinforcing plate 32 opposite to the crossbeam 2 has a first arched structure 321, which is recessed towards the rear of the vehicle body. The portion of the front reinforcing plate 32 opposite to the longitudinal beam 1 has a second arched structure 322, which protrudes towards the front of the vehicle body. The aspect ratio of the first arched structure 321 is 0.18, and the aspect ratio of the second arched structure 322 is 0.26. The front reinforcing plate 32 may have a recessed portion, which can improve the structural strength of the front reinforcing plate 32. The difference between M of the first arched structure 321 and N of the second arched structure 322 can be greater than 0.05, which can effectively avoid resonance on the front reinforcing plate 32 and improve the NVH performance of the vehicle.

[0066] According to some embodiments of the present invention, such as Figures 2-4 As shown, the first reinforcing member 3 also includes a rear reinforcing plate 33. The lower side of the rear reinforcing plate 33 is connected to the rear edge of the main reinforcing plate 31, and the upper side of the rear reinforcing plate 33 is fixedly connected to the crossbeam 2. The other end of the rear reinforcing plate 33 extends to the side of the longitudinal beam 1 facing the crossbeam 2. This arrangement ensures the structural strength of the first reinforcing member 3, allowing it to better connect the longitudinal beam 1 and the crossbeam 2, thereby improving the structural strength and stability of the rear subframe mounting seat 100. At least a portion of the circumferential edge of the rear reinforcing plate 33 may have a flange that is fitted and fixedly connected to a component joined with the rear reinforcing plate 33. This flange can be fixedly connected to the component joined with the rear reinforcing plate 33 by welding, thus improving the connection strength between the rear reinforcing plate 33 and the connected component.

[0067] For example, in Figures 2-4 In the embodiment shown, the rear reinforcing plate 33 is located on the rear side of the crossbeam 2. The lower side of the rear reinforcing plate 33 is connected to the rear edge of the main reinforcing plate 31. The upper side of the rear reinforcing plate 33 is provided with a flange, which is welded to the crossbeam 2. One end of the rear reinforcing plate 33 is flush with the end of the main reinforcing plate 31 that is away from the longitudinal beam 1. The other end of the rear reinforcing plate 33 extends to the side of the longitudinal beam 1 facing the crossbeam 2 in the left and right directions, and this end is provided with a flange, which is welded to the longitudinal beam 1.

[0068] According to some embodiments of the present invention, such as Figure 3 and Figure 4As shown, the rear reinforcing plate 33 has an arched structure, including a third arched structure 331. The aspect ratio of the third arched structure 331 is K, where |KM|≥0.05 and |KN|≥0.05. This arrangement improves the structural strength of the rear reinforcing plate 33, thereby increasing the structural strength of the first reinforcing member 3. The aspect ratio K of the third arched structure 331 can be 0.01, and the values ​​of K (third arched structure 331), M (first arched structure 321), and N (second arched structure 322) can differ by more than 0.05. This effectively avoids frequency resonance on the reinforcing plate, thus improving the vehicle's NVH performance. The rear reinforcing plate 33 may also have a recessed portion, which can improve the structural strength of the front reinforcing plate 32.

[0069] The vehicle according to an embodiment of the present invention is described below.

[0070] The vehicle according to an embodiment of the present invention includes the aforementioned rear subframe mounting bracket 100.

[0071] According to an embodiment of the present invention, in a vehicle, the upper part of the reinforcing member 3 is fixedly connected to the longitudinal beam 1 and the cross beam 2 respectively. A mounting position 3111 for mounting the rear subframe is provided on the part of the main reinforcing plate 31 opposite to the longitudinal beam 1. A mounting position 3111 for mounting the rear subframe is also provided on the lower part of the reinforcing member 3. Multiple sequentially connected arched structures are formed on the front side of the reinforcing member 3, with adjacent arched structures having different height-to-width ratios. A portion of the second reinforcing member 4 is positioned between the main reinforcing plate 31 and the longitudinal beam 1, and this portion is connected to both the main reinforcing plate 31 and the longitudinal beam 1. The other portion of the second reinforcing member 4 extends out between the main reinforcing plate 31 and the longitudinal beam 1 and is connected to the longitudinal beam 1. This allows the mounting position 3111 to simultaneously utilize the strength of the longitudinal beam 1 and the cross beam 2 to increase its own strength. The arched structures with different height-to-width ratios can effectively avoid frequencies, reduce vibrations transmitted from the road surface, and prevent resonance. Furthermore, the second reinforcing member 4 can lift the first reinforcing member 3 and the longitudinal beam 1. The connection strength between them can improve the dynamic stiffness of the mounting position 3111, reduce the vibration transmitted from the road surface, and improve the NVH performance of the vehicle.

[0072] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0073] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A rear subframe mounting bracket (100), characterized in that, include: The first reinforcing member (3) has a first reinforcing member (3) whose upper part is fixedly connected to the longitudinal beam (1) and the cross beam (2). The first reinforcing member (3) includes a main reinforcing plate (31). The main reinforcing plate (31) is located on the lower side of the cross beam (2) and the longitudinal beam (1). The part of the main reinforcing plate (31) opposite to the longitudinal beam (1) has a mounting position (3111) for mounting the rear subframe. The front side of the first reinforcing member (3) forms a plurality of arched structures connected in sequence. The height-to-width ratio of two adjacent arched structures is different. The second reinforcing member (4) includes a first plate (41), a second plate (42), and a third plate (43). The first plate (41) is located between the main reinforcing plate (31) and the longitudinal beam (1). The first plate (41) is stacked and connected to the main reinforcing plate (31). One end of the third plate (43) is connected to the end of the second plate (42) away from the first plate (41). The other end of the third plate (43) extends in a direction away from the crossbeam (2) and is fitted and connected to the longitudinal beam (1).

2. The rear subframe mounting bracket (100) according to claim 1, characterized in that, One end of the second plate (42) is connected to the end of the first plate (41) away from the crossbeam (2), and the other end of the second plate (42) is connected to the longitudinal beam (1).

3. The rear subframe mounting bracket (100) according to claim 2, characterized in that, The bottom of the main reinforcing plate (31) has a first spherical protrusion (311) protruding away from the longitudinal beam (1), and the mounting position (3111) is located on the first spherical protrusion (311). The first plate (41) has a second spherical protrusion (411) protruding towards the main reinforcing plate (31). The first spherical protrusion (311) and the second spherical protrusion (411) are opposite to each other. The aspect ratio of the second spherical protrusion (411) is A, and satisfies 0.07≤A≤0.

11. The aspect ratio of the first spherical protrusion (311) is B, and |AB|≥0.

05.

4. The rear subframe mounting bracket (100) according to claim 2, characterized in that, The second plate (42) is triangular in shape, and its width gradually increases from the upper side of the vehicle body to the lower side of the vehicle body.

5. The rear subframe mounting bracket (100) according to claim 1, characterized in that, The second reinforcing member (4) has a different thickness than the first reinforcing member (3).

6. The rear subframe mounting bracket (100) according to claim 1, characterized in that, It also includes: a third reinforcing member (5), which is disposed inside the longitudinal beam (1) and opposite to the mounting position (3111). The two ends of the third reinforcing member (5) that are opposite to each other are respectively connected to the two inner walls of the longitudinal beam (1) that are opposite to each other. The longitudinal beam (1) has a helical spring mounting point (11), which is located on the front side of the crossbeam (2). One end of the third reinforcing member (5) is opposite to the mounting position (3111), and the other end of the third reinforcing member (5) extends to the helical spring mounting point (11).

7. The rear subframe mounting bracket (100) according to claim 1, characterized in that, The intersection of the extension line of the crossbeam (2) and the longitudinal beam (1) is spaced apart from the mounting position (3111) in the front-back direction. The mounting position (3111) is located in front of the intersection of the extension line of the crossbeam (2) and the longitudinal beam (1).

8. The rear subframe mounting bracket (100) according to claim 7, characterized in that, The first reinforcing member (3) also includes a front reinforcing plate (32), the lower side of which is connected to the front edge of the main reinforcing plate (31), the upper side of which is fixedly connected to the crossbeam (2), and the left and right sides of which are flush with the main reinforcing plate (31).

9. The rear subframe mounting bracket (100) according to claim 8, characterized in that, Multiple arched structures are formed on the front reinforcing plate (32). The multiple arched structures include a first arched structure (321) and a second arched structure (322) connected in sequence. The height-to-width ratio of the first arched structure (321) is M, and the height-to-width ratio of the second arched structure (322) is N, wherein M and N are not equal.

10. The rear subframe mounting bracket (100) according to claim 9, characterized in that, The reinforcing member (3) also includes a rear reinforcing plate (33), the lower side of which is connected to the rear edge of the main reinforcing plate (31), the upper side of which is fixedly connected to the crossbeam (2), one end of the rear reinforcing plate (33) in the left-right direction is flush with the end of the main reinforcing plate (31) away from the longitudinal beam (1), and the other end of the rear reinforcing plate (33) in the left-right direction extends to the side of the longitudinal beam (1) facing the crossbeam (2).

11. The rear subframe mounting bracket (100) according to claim 10, characterized in that, The rear reinforcing plate (33) is provided with an arched structure, and the arched structure on the rear reinforcing plate (33) includes a third arched structure (331), the height-to-width ratio of the third arched structure (331) is K, where |KM|≥0.05 and |KN|≥0.

05.

12. A vehicle, characterized in that, Includes a rear subframe mounting bracket (100) according to any one of claims 1-11.

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